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    • 专利摘要:
    The invention relates to a method for optimizing a driver assistance system, which comprises the steps of determining at least one driver assistance system A to be optimized, determining at least one vehicle parameter function, which characterizes an operating state of a vehicle, and at least one environmental parameter function, which characterizes the surroundings of the vehicle, calculating at least one driving situation characteristic value function. which characterizes a driving situation of the vehicle, at least on the basis of the at least one vehicle parameter function and / or the at least one environment parameter function, calculating at least one control intervention characteristic function characterizing the activity of the driver assistance system A, calculating a correction function which depends on the at least one driving situation parameter function and characterized a subjective perception of the driving situation by at least one vehicle occupant, at least on the basis of the at least one control intervention characteristic function and on the basis of the at least one vehicle parameter function and / or the at least one environmental parameter function.
    公开号:AT514754A1
    申请号:T50555/2013
    申请日:2013-09-05
    公开日:2015-03-15
    发明作者:Rainer Posch；Jürgen Holzinger；Peter Dipl Ing Dr Schöggl；Erik Dipl Ing Bogner
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method and a device for optimizing driver assistance systems.
    The spread of Advanced Driver Assistance Systems (ADAS) is steadily increasing both in passenger cars and in commercial vehicles. Driver assistance systems make important contributions to increasing active road safety and increasing driver comfort.
    In addition to driving safety systems such as ABS (Anti-lock Braking System) and ESP (Electronic Stability Program), a wide range of driver assistance systems are offered in the area of passenger cars and commercial vehicles such as: automatic lighting, parking assistant, cruise control, high-beam assistant , Emergency Brake Assist, Abstandstempomat, Lane Assistant, etc. These driver assistance systems increase both the safety in traffic by warning the driver in critical situations to initiate a self-intervention
    Accident prevention / mitigation (eg emergency braking function). In addition, driving comfort is enhanced by features such as automatic parking, automatic tracking and automatic distance control.
    The safety and comfort gain of an assistance system is perceived positively by the vehicle occupants only if the support provided by the driver assistance system is safe, reliable and, if possible, more comfortable. When assessing these attributes, it should be borne in mind that the person on the steering wheel judges the assistance system partly from the driver's point of view and partly from the passenger's point of view. The person on the steering wheel judges assistance systems because of their own, rapid intervention options on pedals, or steering wheel mostly positive than the people in the passenger seats. Surveys by end users showed that the sense of security requires a relatively long time to get used to, especially if the driving behavior is more synthetic, not driver-controlled. It is desirable for the driver assistance system to demonstrate the behavior of an ideal driver, particularly when it comes to automated or autonomous driving systems that autonomously control the longitudinal speed and keep the vehicle in the lane by means of steering interventions.
    In driver assistance systems of the latest generation, a large number (in some vehicles there are more than 20) radar, video and ultrasonic sensors extend the driver's angle of view to 360 degrees. Some of these sensors are exemplified in FIG. 16. The range of support ranges from the relief and thus comfort increase on the visual, audible and / or haptic warning to reinforcing the driver response.
    Some systems can intervene in an emergency corrective action, such as autonomous braking maneuvers to avoid an accident or reduce the severity of the accident.
    Out of the wealth of new or enhanced driver assistance systems, the driver assistance functions Adaptive Cruise Control (ACC) and Lane Keeping Assistant (LKA) are outlined below as functions for automated / autonomous driving.
    Distance control: Adaptive cruise control relieves the driver of keeping his own vehicle at the desired distance from a vehicle in front, if it is traveling slower than a desired speed selected by the driver. This - usually radar-based - basic function is now extended by a steering assist pilot, who supports the driver in the transverse guidance of the vehicle. By generating steering torque on straight roads and even in gentle turns, the steering assist helps the driver stay in the middle of the lane. Through targeted steering interventions, the system can increase ride comfort in the speed range up to 210 km / h and significantly relieve the driver in many traffic situations. At speeds up to 60 km / h, this so-called Stop & Go Pilot intelligently decides whether to orient itself on the vehicle in front or on the lane markings, so that semi-autonomous traffic jam driving is possible even if no or ambiguous lane markings are visible. The system summarizes e.g. The collected data from stereo camera and radar sensors together, calculates necessary reactions and controls the engine power, transmission and brake for the longitudinal speed control as well as the electrical steering for the lateral control of the vehicle as needed.
    For example, by the combination of radar and camera and einscherende vehicles, vehicles ahead and their vehicles ahead can be recognized on their own and the secondary lanes and reacted to them early. Thus, for example, the illegal overtaking in Germany on highways and freeway-like federal roads can be avoided by above 85 km / h, the speed is moderately adjusted to vehicles in the left lane, especially in resolving congestion and column traffic. At lower speeds then a permitted right overtaking is possible with a maximum differential speed of 20 km / h.
    Lane Assistant: Active lane assistants may e.g. Intervene in case of unintentional driving over a broken line, if the neighboring lane is occupied and thus may cause a collision hazard when changing lanes. The system recognizes this on the basis of the information from a stereo camera and the radar system, which has a rear sensor, which is effective in combination with the other sensors in the front and rear bumper. Critical situations that can be detected by active lane assistants are e.g. overhauling or overtaking vehicles or parallel traffic; The system is also effective in oncoming traffic. When detected occupied adjacent lane the system warns the driver when driving over the lane marking not only haptically by pulsed steering wheel vibrations, but also corrects when crossing over interrupted lines with a one-sided braking intervention via ESP the lane. The Lane Assistant thus complements an active Blind Spot Assist and allows avoiding the often momentous collisions in oncoming traffic.
    The active lane assistant is e.g. active in the speed range of 60-210 km / h. If a driver activity is detected, eg. B. by steering, braking or accelerating and when you operate the turn signal, the warning and the track-correcting brake intervention are suppressed.
    However, distance control and lane assistant are just two examples of well-known driver assistance systems, to which constantly newly developed driver assistance systems are added. Further known examples are described in DE 10 2011 121 537 A1 (recommended break for the driver), DE 10 2012 002 333 A1 (driving light distribution), DE 10 2012 201 896 A1 (snowed roads), DE 10 2012 001 666 A1 (US Pat. Steering assistance system) and DE 10 2011 087 781 A1 (reduction of accident damage) described.
    The development goes to driver assistance systems, which enable accident-free and comfortable driving on the one hand and partly and highly automated or even autonomous driving on the other hand. The development effort of the driver assistance systems is very large, since the systems, including all sensors used, are developed, integrated into the vehicle electronics, calibrated, as well as e.g. in HIL (hardware in the loop) environments and in the car under all kinds of environmental conditions. For the development and safeguarding of assistance systems, therefore, a large number of test drives with different drivers is necessary. Since all occupants are co-drivers of the driver assistance system in autonomous driving, it is very important to convey a high level of subjectively perceived safety to all occupants in all driving situations.
    Furthermore, all driver assistance systems have to be specifically adapted and adjusted to the vehicle model depending on the respective customer expectations. In addition, the expected driving characteristics (sporty, comfortable, etc.) must also be displayed. This requires a considerable development effort, since driver assistance systems generally use complex technology and are interconnected via the in-vehicle network (e.g., CAN) and partially also functionally coupled to each other.
    Objectified assessments of driveability sensation are much more difficult than the determination of e.g. fuel consumption or pollutant emission. For this purpose, EP 0 836 945 A1 discloses a method for analyzing the driving behavior of a vehicle as a function of driving conditions.
    When developing and calibrating driver assistance systems in vehicles, the perceived ride quality, the perceived safety and the perceived strain on the vehicle and the vehicle components are in the foreground, which is a major challenge to the developers of driver assistance systems due to the complexity of the systems and the respective subjective perception of the outside by the vehicle occupants provides.
    An object of the invention is to optimize a driver assistance system with little effort, in particular a short experimental time and reasonable costs.
    To solve the problem, a method according to claim 1 is proposed and a computer program according to claim 19 and a computer-readable medium according to claim 20. A corresponding device is provided in claim 21 and a vehicle in claim 26 under protection. Advantageous embodiments of the invention are claimed in the subclaims.
    With the inventive method, in complex driver assistance systems, such as distance control and lane assistant, the partially automated driving to highly automated or even autonomous driving, the subjective feeling and feeling of security of the occupants can be made measurable and assessable, and then back into the development or To optimize the driver assistance system.
    In the method according to the invention, both vehicle parameters and environmental parameters can be detected. As a result, a comprehensive representation of the driving situation of the vehicle is made possible, which allows a characterization with regard to the perception of a vehicle occupant. In this case, both vehicle parameters and environmental parameters can be included in the calculation of the correction function. By calculating a control intervention characteristic function, the activity of the driver assistance system is taken into account in the calculation of the correction function. This is for example in the characterization of the driver assistance system with regard to the safety sensation of an occupant advantage, since not only the subjective perception of the driving situation, but also just the reaction of the driver assistance system on this driving situation causes a significant positive or negative contribution to the safety sensation of the occupant.
    In particular, the method also offers the possibility of additionally or exclusively taking into account other parameters when calculating the correction function or of a correction value than those which are used to determine the driving situation.
    The automatic driving situation recognition and the determination of the external perception of the driving situation on the vehicle occupants allow a much faster analysis of measured data, as well as a targeted, efficient coordination of these driver assistance systems. In addition, the objective evaluation method also enables the optimization of driver assistance systems by simulation, i. in a virtual environment or in the test field.
    The objectified evaluation of driver assistance systems therefore creates the important possibility of bringing the design of the functionality of the systems in the vehicle into the virtual development phase in order to carry out the optimization of the systems already in the early stages.
    The term driver assistance system (FAS) in the sense of the invention includes any kind of electronic auxiliary devices in motor vehicles to assist the driver in certain driving situations.
    An operating state of a vehicle in the sense of the invention is characterized by those properties which affect the vehicle itself and not its surroundings. Examples of parameters for characterizing the operating state are speed, rotational speed, torque, acceleration, etc.
    A vehicle according to the invention is a mobile means of transport, which serves the transport of goods (goods traffic), tools (machines or aids) or persons (passenger traffic). This is preferably a motor vehicle which moves on the earth's surface.
    A driving situation in the sense of the invention is composed of the operating state of the vehicle and the detected environment or environment of the vehicle. In particular, this involves the overall dynamic state of the vehicle and the environment.
    An environment within the meaning of the invention is the environment of a vehicle given by other road users, the terrain and the weather. Environmental parameters are e.g. the distance to the vehicle in front, its speed etc.
    An activity of a driver assistance system according to the invention is any intervention or, in the case of corresponding driving situations, also the failure to intervene in the control of a vehicle.
    Perception in the sense of the invention is the physiological perception of a vehicle occupant with his sense organs. This means e.g. the perception of the distance to the vehicle in front, the lighting of the brake lights, but also, for example. the delay of the vehicle itself, in which the occupant sits.
    A correction function in the sense of the invention is a function which describes the relationship between measured or calculated physical parameters obtained by simulation, which characterize the vehicle and ambient condition and possibly their change over time, and which describes the physiological sensation of at least one vehicle occupant. The term correction function is therefore used because, if a corresponding reference is available, it is possible to determine the distance from a behavior considered optimal. The result of the calculation of the correction function can itself represent a function, or a group of correction values or even a single correction value. In the latter case, the result of the calculation of the correction function may be e.g. give a score between 0 and 10, where the 10 may then mean the optimum value.
    In an advantageous embodiment of the method, the at least one control intervention characteristic function depends on the driving situation characteristic value function and / or is likewise calculated on the basis of the at least one vehicle parameter function and / or the at least one environmental parameter function.
    With this embodiment, an activity of the driver assistance system can be detected without access to data of the driver assistance system. Furthermore, the criteria which serve to determine the control intervention may depend on the particular driving situation, so that each control intervention or each activity of the driver assistance system can be optimally detected.
    In a further advantageous embodiment of the method, the at least one control intervention characteristic value function and / or the correction function further depend on the vehicle assistance system A to be characterized.
    This refinement makes it possible to predefine suitable criteria for each individual vehicle assistance system to be characterized, which criteria need only be retrieved when executing the method.
    In a further advantageous embodiment of the method, the at least one vehicle parameter function depends on a tuple of at least one measured vehicle parameter, which optionally depends on the time and wherein the at least one
    Environment parameter function is a tuple of at least one measured environmental parameter, which optionally from the time.
    In a further advantageous embodiment of the method, at least one vehicle parameter and / or at least one environmental parameter is different in the calculation of the correction function and / or the control intervention characteristic value function and in the calculation of the driving situation parameter function.
    In a further advantageous embodiment of the method, the correction function additionally depends on fluctuations of at least one vehicle parameter, at least one environmental parameter and / or the at least one control intervention characteristic value function.
    By means of this configuration, disturbing fluctuations or fluctuations which are caused, for example, by the driver assistance system A itself can be taken into account.
    In a further advantageous embodiment of the method, the at least one control intervention characteristic value function is characterized by the presence of a control intervention and / or an intensity of the control intervention of the driver assistance system.
    In a further advantageous embodiment of the method, the at least one control intervention characteristic function depends on at least one criterion from the group of the following criteria: the switch-off threshold, the exit frequency, the reaction to the vehicle ahead, the reaction to a lane departure, the reaction to a driving situation change, the reaction on a distance deviation, the reaction time, the response delay and the detection duration for an object of the driver assistance system A.
    In a further advantageous embodiment of the method, if the at least one driving situation characteristic value function does not change, the correction function is calculated in each case periodically, in particular for a time interval of a maximum of about 10 s, preferably a maximum of about 5 s.
    The periodic calculation of a correction value of the correction function according to this embodiment enables a meaningful discrete evaluation of an entire drive cycle since small measurement variations are compensated by forming time intervals.
    In a further advantageous refinement of the method, if the at least one driving situation characteristic value function changes during a time interval, the correction function for the period of the previous driving situation characteristic or driving situation since the last periodic calculation is calculated and a periodic calculation of the correction function for the subsequent driving situation characteristic or driving situation started.
    The further subdivision of a drive cycle according to this embodiment makes it possible for a correction value of the correction function to always be calculated for a time period in which the same driving state was present, the values of which are therefore comparable.
    In a further advantageous refinement of the method, the at least one driving situation characteristic function can assume at least one driving situation from the group of the following driving situations: consequences at constant speed, consequences at acceleration, consequences at slowing down / braking, consequences up to vehicle stop, consequences from departure, consequences when breaking in , EFFECTS IN EXCESS, FREE ACCELERATION, OBJECT DETECTION, FREE RIDING, LICENSING, Lane Change, Overtaking, Overhauling, Traffic Jam, Stop & Go Traffic and Forward or Reverse Parking.
    In a further advantageous refinement, the method further comprises the following operating step: Correcting at least one driving situation criterion, which is used by the driver assistance system A for controlling the vehicle, on the basis of the correction value of the correction function.
    In a further advantageous embodiment of the method, the subjective perception relates to the driving quality of the driver assistance system A, the driving safety, the load of the vehicle and / or the drivability of the vehicle when using the driver assistance system A.
    In a further advantageous refinement, the method also has the following working step: predetermining a virtual reality environment in which the at least one vehicle parameter function, the at least one environmental parameter function and / or the driver assistance system A are emulated.
    By incorporating simulations / emulations in the characterization process, the method according to the invention can already be used in an early development phase, which saves expensive test hours in a real vehicle.
    In a further advantageous embodiment of the method, the at least one vehicle parameter function comprises at least one vehicle parameter from the group comprising the vehicle speed, the yaw rate, the steering angle, the longitudinal acceleration, the lateral acceleration, the vertical acceleration, the accelerator pedal position, the brake pedal position, the engine speed Gear stage and the on state of the driver assistance system A on.
    In a further advantageous embodiment of the method, the at least one environmental parameter function comprises at least one vehicle parameter from the group comprising the distance to at least one other vehicle, in particular the front vehicle, the
    Transverse position of at least one other vehicle, in particular of the front vehicle, relative to the own vehicle, the longitudinal position of at least one other vehicle, in particular of the front vehicle, relative to the own vehicle, the relative speed of at least one other vehicle, in particular of the front vehicle, relative to the own vehicle, the relative acceleration at least of another vehicle, in particular of the front vehicle, relative to the own vehicle, the width of at least one other vehicle, in particular of the front vehicle, the nature of at least one other vehicle, in particular of the front vehicle, the class of at least one other vehicle, in particular of the front vehicle, the number of lanes , the lane course, the own Fahrkorridor or the own precalculated Fahrtrajektorie, the type of lane boundary, the width of the lane boundary, the curvature of the road, the yaw angle error, the lane width, the Fahrba hnbreite, the lateral deviation, the distance to the left and / or right lane boundary, the minimum distance to the left and / or right lane boundary during a driving cycle and the visibility on.
    In a further advantageous embodiment of the method, the at least one vehicle occupant is the driver, and / or the front passenger and / or a passenger in the rear seat of the vehicle.
    Since each vehicle occupant partially perceives the driving situation extremely differently, it is advantageous according to this embodiment to characterize the driver assistance system A individually and together for each of the perceptions of the different vehicle occupants.
    In a further advantageous embodiment of the method, the calculation of the respectively at least one characteristic value functions and the correction function is carried out during and / or after a drive or a simulation of the vehicle.
    The features disclosed for the aspect of the invention described above and the associated advantageous embodiments of the method also apply to the aspects of the invention described below and the associated advantageous refinements of the device for optimizing a driver assistance system and the vehicle with a driver assistance system. Conversely, the features disclosed below for the aspects of the invention and the associated developments of the device for optimizing a driver assistance system and the vehicle with a driver assistance system also apply correspondingly to the above-described aspect of the invention and the associated developments of the method.
    In an advantageous embodiment of the device, the at least one environmental sensor is from the group of predictive radar and retrospective radar, in particular short-range radar, long-range radar and multi-mode radar, predictive lidar (laser rangefinder), retrospective lidar, ultrasonic sensor, infrared camera, in particular local / Far-infrared camera and camera in the visible spectral range or image processing camera, GPS, in particular selected high-resolution GPS.
    In an advantageous embodiment of the device, the at least one vehicle sensor from the group gyrometer, speedometer, acceleration, normal or high resolution GPS, vibration sensor, altimeter, surveying, tachometer, throttle position sensor, hot wire anemometer, torque meter, switching sensor, tank level sensor temperature sensor selected ,
    In an advantageous embodiment of the device, the latter has access to data from the vehicle-internal network or networks, in particular the CAN bus.
    In an advantageous embodiment of the device vehicle sensors and environmental sensors are used, if present, which are installed as standard in the vehicle.
    Both previous embodiments reduce the hardware requirement for the device according to the invention, since existing devices, in particular sensors and sensors, can be used in the vehicle.
    Exemplary embodiments of the method and / or the device and further advantages will become apparent from the following description in conjunction with the figures, which show in detail:
    Fig. 1 shows a diagram in which each of the driver (driver - left bar) and the passenger (co-driver - each right bar) call different criteria for characterizing a driver assistance system;
    Fig. 2 shows, in part, schematically the derivation of an evaluation algorithm for a correction function according to the invention;
    3 shows, partially schematically, different driving lines of a driver assistance system which correspond to different correction values of the correction function according to the invention;
    Fig. 4 is a partially schematic representation of a driving situation at constant speed;
    Fig. 5 illustrates, partially in part, an adjustment process of the speed of a driver assistance system;
    Fig. 6 is a partial schematic diagram showing the dependence of the correction function on the response delay AV;
    Fig. 7 illustrates, in part, schematically the influence of the relative acceleration on the correction function;
    Fig. 8 partially illustrates schematically the influence of the minimum value or the maximum value of a relative speed on a correction function;
    Fig. 9 shows, partially schematically, a dependence of the correction function on the distance to the vehicle to be followed;
    Fig. 10 illustrates, in part, schematically a two-second safety corridor;
    Fig. 11 is a partial schematic representation of a path of a trajectory of a vehicle;
    Fig. 12 illustrates, in part, schematically the influence of the lateral deviation on the correction function;
    Fig. 13 partially illustrates the yaw rate error schematically;
    Fig. 14 illustrates, in part schematically, various vehicle parameters and environmental parameters;
    FIG. 15 shows, partially in part, the measurement setup of a device according to the invention for optimizing a driver assistance system; FIG. and
    Fig. 17 illustrates, partially in part, an arrangement of sensors on a vehicle.
    The system according to the invention relates to the automated characterization and evaluation of the safety and driving quality of a driver assistance system A based on objectified subjective perceptions of one or more vehicle occupants, whereby the driver assistance system A can be optimized in a further step.
    The methodology for the objectification of subjective impressions of the occupants includes the objective evaluation of measured vehicle parameters such as longitudinal dynamics (operating and driving behavior of engine and transmission), lateral dynamics (handling, steering, suspension), vertical dynamics (chassis comfort) and environmental parameters. From measured variables of sensors and control units, a multiplicity of driving situations, in particular using fuzzy logic, are independently recognized, physically evaluated in real time and, preferably, evaluated on-line with notes analogous to the subjectivity of driveability experts.
    This is illustrated by the example of the two important driver assistance functions Distance Control and Lane Assistant. Equally, however, any other driver assistance system that allows partially automated driving up to highly automated / autonomous driving can be optimized by means of the method according to the invention.
    The driving cycles for evaluating the respective driver assistance systems A, in this case distance control and lane assistant, are preferably linked together in order to be able to evaluate all systems in one driving cycle. Equally, however, the respective driver assistance systems A can also be checked individually.
    By way of example only, a calibration phase of the system according to the invention will be described below:
    From extensive test drives by experts and vehicle end customers, subjectively relevant criteria or parameters for the at least one driver assistance system A to be tested are defined for different driving situations and then evaluated on the basis of these criteria. Driving situations are defined here by value ranges of individual vehicle parameters or environmental parameters or by combinations of vehicle parameters and environmental parameters. Vehicle parameters in this case characterize an operating state of a vehicle, ie they relate to parameters which are measured in or on the vehicle or aggregates of the vehicle. Environmental parameters characterize the environment of the vehicle, so for example distances from the vehicle to characteristic objects in the environment, but also environmental variables such as solar radiation or temperature. For the present driver assistance systems, the vehicle parameters vx1, the yaw rate, the steering angle, the longitudinal acceleration axi, the lateral acceleration, the accelerator pedal position, the brake pedal position, the engine speed, the gear ratio and the switch-on state of the driver assistance system A are preferably provided as vehicle parameters. As environmental parameters are preferably the distance Dx to at least one other vehicle, in particular the vehicle in front, the transverse position of at least one other vehicle, in particular the vehicle ahead, relative to the own vehicle, the longitudinal position of at least one other vehicle, in particular of the vehicle in front, compared to the own vehicle, the Relative speed vrei at least one other vehicle, in particular the vehicle in front, compared to the own vehicle, the relative acceleration arei at least one other vehicle, in particular of the vehicle in front, compared to their own
    Vehicle, the width of at least one other vehicle, in particular the vehicle in front, the nature of at least one other vehicle, in particular the vehicle in front, the class of at least one other vehicle, in particular the vehicle in front, the number of lanes, the lane 4, the own Fahrkorridor or the own precalculated driving trajectory, the type of lane boundary, the width of the lane boundary, the curvature of the road, the yaw rate error Δω, the lane width Bf, the lane width, the lateral deviation Q, the distance to the left and / or right lane boundary Dy, the minimum distance to the left and / or right lane boundary during a driving cycle and the visual quality, which characterizes a visual restriction of the driver assistance system A by an obstacle or other environmental influence provided.
    The list of parameters is purely exemplary and not exhaustive. Preferably, only those vehicle parameters and / or environmental parameters are determined or those measurements are carried out which serve as a criterion for assessing the driver assistance system A or a driving situation.
    The subjective assessment of the assistance systems is preferably carried out both from the driver and the passenger perspective, as well as from the perspective of women and men of different ages and with different driving experience, ie from different groups of subjects, which ideally characterize the typical end customers statistically.
    Preferably, after a first acclimation phase in which the subjects, i. the test drivers or test passengers familiar with the operation and function of the driver assistance system A, interrogated criteria, preferably with questionnaires, which are related to the acceptance of the driver assistance system A.
    From the evaluation of the queried criteria in conjunction with comments in the questionnaires, the necessary parameters for an evaluation of a driver assistance system in individual driving situations, e.g. those for the distance control or the lane assist.
    As shown in Figure 1, in tests performed for distance control and lane assistant A by Applicant, there were significant differences between the driver (left bar) and passenger (respectively right bar) scores of the above criteria and. Especially when activated Lane Assistant A is the driver, who does not steer, but still sits behind the wheel, much more sensitive to the regulatory work of the steering and takes other criteria than the test person on the
    Passenger seat. The passenger, on the other hand, is more sensitive to changes in lateral acceleration and visually recorded changes to the lane of the vehicle on the road.
    There is also a clear difference in the number of evaluation criteria mentioned between end customers and experts. Experts cite about three times as many criteria as end users, with experts citing both positive and negative attributes, while end users are primarily negative. The sum of all mentioned criteria was used to define the criteria for the optimization and characterization of driver assistance systems. For the individual criteria assigned to a driving situation, at least one measurable vehicle parameter and / or a measurable environmental parameter are preferably determined in each case, which characterizes this criterion by measurement.
    Preferably, in a next step, driving cycles are carried out with the subjects, wherein preferably further simultaneously measured data of the specified vehicle parameters by sensors in the vehicle, environmental parameters by radar / lidar, ultrasound and camera systems and the activity of the at least one driver assistance system A by means of the change of the specified parameters or be recorded via an interface to the driver assistance system A itself for a variety of traffic situations.
    After completion of the driving cycles, the subjects are questioned again in relation to the criteria determined for different driver situations of the respective driver assistance system A and asked to evaluate the respective driver assistance system A conclusively and comprehensively according to the driving situations. This capturing the impressions of the subjects is preferably carried out using a standardized questionnaire and also comments regarding particular abnormalities to the individual performed by the driver assistance system A control interventions can be further preferably issued. The expert group assesses the behavior of the driver assistance systems A at intervals of preferably about 10 seconds or, in the case of particular abnormalities, additionally with a supplementary questionnaire with subjective grades on a scale of 1 to 10 (based on the scale according to VDI Guidelines 2563). Here, 10 represents the best rating (no longer noticeable by trained assessors) and 1 the worst rating (no longer acceptable).
    In the assessment of longitudinal dynamics, the grading of experts in general generally differs by only +/- 0.5 grades for one criterion. In the relatively new driver assistance systems, however, there are larger variations. The reasons lie in the novelty of the systems, but also in the number of critical driving situations in which, for example, a distance control, a lane assistant or an automated / autonomous system are evaluated. Among other things, the braking characteristics and the reproducibility of "braking during follow-up drive" are rated subjectively differently.
    In addition, after evaluation of the data in individual driving maneuvers in general also scatters in the reactions of the driver assistance system A, even if the test vehicle, the vehicle ahead, the test track and the boundary conditions are kept as constant as possible. An example of a driving situation with large variability in the reaction of a driver assistance system for distance control is the driving situation "vehicle ahead brakes moderately strong (deceleration about -4m / s2) to a standstill". There can be several causes for this, which can be on the vehicle in front as well as on your own vehicle. As soon as the vehicle in front of the vehicle starts to brake, the brake lights for the driver and front passenger are visible. Both wait for the first response of the distance control and adequate control of the distance to the vehicle ahead during braking when the brake lights come on. However, the distance control only reacts when the system changes the distance to the front vehicle, e.g. because the relative speed or the distance between the two vehicles changes. Thus, the rating also depends on the vehicle in front and the braking style of the driver of the vehicle in front. The scatter of subjective feeling is here more pronounced than in other driving situations.
    When approaching a slower vehicle ahead or braking, there is potentially the highest sensitivity of the vehicle occupants in terms of braking and braking behavior of a distance control. Obviously, the anticipation of humans due to the recording of the entire traffic situation also plays an essential role here. For example, an appropriate start of deceleration on fast approach to a slow-moving vehicle on the highway and free fast lane is judged to be disturbingly early because the driver intends to overtake the vehicle. The same behavior of the distance control without a clear lane, for example because one truck is overtaking another, is judged to be too late due to the other perception of the environment. In cases where there is no free or additional lane, the critical sensation of late start of delay increases as the preceding vehicle initiates a braking maneuver.
    Scattering in assessing Lane Assistant criteria is generally less than that of distance control, underscoring subjects' sensitivity to braking.
    The examples mentioned show the high complexity and dependency of the human assessment on the environmental conditions. The same input variables of vehicle speed, vehicle distance and differential speed can lead to completely different ratings depending on different environmental conditions or driving situations. This also shows the importance of an image analysis in addition to the radar technology in the vehicle.
    Therefore, environmental parameters such as the illumination of the front vehicle brake lights, which do not contain any physical information about the movement of the vehicle ahead or the road situation, are nevertheless perceived by a vehicle occupant to assess the driving situation are evaluated by the system according to the patent in order to determine the subjective perception of a driving situation to determine a vehicle occupant. Therefore, the (objective) physical parameters used to assess the driving situation may be partly or completely different from the (subjective) physical parameters used to assess the perception.
    With the subjective evaluations of the end users and the experts and the objective measurement data of the vehicle parameters and environmental parameters, evaluation algorithms and correction functions, in particular complex, multidimensional formulas, are preferably created by means of neural networks. Such an approach is illustrated in FIG. Thus, expert evaluations and or end customer evaluations can be modeled objectively. In this case, the system can preferably be set up both for the evaluation of a statistically representative group and for a respective group of probands.
    This results in a correction function for an objective characterization or evaluation of the subjective perception of a driving situation by a vehicle occupant for the attributes driving quality of the driver assistance system A and the driving safety, the load of the vehicle and / or the drivability of the vehicle when using the driver assistance system A.
    The simplest case of a correction function for a driver assistance system A is a linear dependence on the respective criteria or parameters for the respective driving situations, the correction value KW of the correction function then being as follows:
    A calibration of the system according to the invention can preferably also be carried out in other ways, for example with reference driver assistance systems whose good or very good properties with respect to the above attributes are already known.
    If the system according to the invention is calibrated, this can be used simultaneously to optimize one or more driver assistance systems A. Purely by way of example, the optimization of a driver assistance system A, again for example the distance control or the lane assistant, of a vehicle 5 is described here.
    Preferably, the driver assistance system (s) of the vehicle to be optimized, in this case the driver assistance system A, are initially set by the user or in automatic mode by the system itself.
    In the following, measurements are preferably carried out on the vehicle 5 during a driving cycle, by means of which vehicle parameters and environmental parameters are determined by measurement, preferably by means of sensors. Preferably, all available parameters are continuously recorded, so that a continuous characterization of the vehicle 5 during the driving cycle is possible. For the objectification of subjective feeling, it is necessary to define physically measurable parameters that correlate with the subjective feeling. In the considered driver assistance systems A, these are essentially different physical parameters, since the distance control influences the longitudinal dynamics of the vehicle 5 and the lane assistant also influences the lateral dynamics. For every driving situation this results in an obvious main parameter. The distance control quality of the distance control is naturally dependent on the distance to the vehicle in front. In order to achieve a good correlation, in addition to the probably most important main parameter, preferably a larger number of additional physical parameters are also measured. In the distance control these are u.a. Distance, absolute and relative speed to the vehicle ahead, relative longitudinal acceleration, lateral acceleration, lane width, oncoming traffic, etc.
    These are preferably combined in each case in a vehicle parameter function and an environmental parameter function, which further preferably depend on the time. The parameter functions therefore preferably form tuples of individual vehicle parameters or environmental parameters.
    On the basis of the vehicle parameter function and / or the environmental parameter function, the present driving situation is determined. The driving situation here describes the operating state of the vehicle and / or the surrounding traffic situation, which the
    Vehicle is exposed and which must be managed by the driver assistance system A. This determination of the driving situation is preferably done by calculating the instantaneous value of a driving situation characteristic value function.
    Furthermore, a criterion for characterizing the activity of the driver assistance system A is determined. Since it is preferably not provided that the system according to the invention has access to information from the driver assistance system A, the activity, in particular the presence of a control intervention and / or an intensity of the control intervention of the driver assistance system A, from the or the measured vehicle parameters and / or the or Derived from the measured environmental parameters. Alternatively, the activity can also be read out via an interface to the driver assistance system A. Here, as criteria for characterizing the activity, preferably the turn-off threshold, the exit frequency, the response to the preceding vehicle, the response to a lane departure, the response time, the response delay, and the detection duration for an object, i. the time that elapses before the driver assistance system A detects a specific object, the driver assistance system A into consideration. Further preferably, the criterion considered for the determination of the presence of a control intervention depends on the driving situation or on the value of the driving situation characteristic value function and / or the considered driver assistance system A. For example, the distance control is considered to respond to a distance deviation, and for the lane assistant, the response to lane departure is considered. The criteria for the activity, i. the intervention or non-intervention of the driver assistance system is thereby preferably calculated on the basis of the vehicle parameter function and / or the environmental parameter function, i. using at least one vehicle parameter and at least one environmental parameter from those functions. The determination of the activity of the driver assistance system A preferably takes place via a control intervention characteristic value function.
    Finally, the subjective perception of the present driving situation is determined by at least one vehicle occupant on the basis of the vehicle parameters and / or the environmental parameters. Also, the criteria or parameters considered for the perception of the respective driving situation preferably depend on the vehicle assistance system A to be characterized. The determination of the subjective perception takes place via a correction function, which preferably reproduces the dependencies of the evaluation algorithms created or trained by means of neural networks.
    If the driving situation characteristic value function does not change, the correction function is calculated in each case periodically, in particular for a time interval of a maximum of about 10 s, preferably a maximum of about 5 s. If the driving situation characteristic value function changes during such a time interval, the correction function for the period of the preceding driving situation characteristic or the previous driving situation since the last periodic calculation is calculated. In addition, a renewed periodic calculation of the correction function for the subsequent driving situation characteristic or driving situation is started.
    The control intervention characteristic value, and more preferably the at least one correction function, preferably also depends on the vehicle assistance system A to be characterized. For example, for the characterization of a distance control so preferably other functions are used as in a lane assistant.
    Preferably, at least one vehicle parameter and / or at least one environmental parameter from the vehicle parameter function or the environmental parameter function that is not used in the calculation of the driving situation parameter function is used in the calculation of the correction function and / or the control intervention characteristic value function. Conversely, however, at least one vehicle parameter and / or at least one environmental parameter from the vehicle parameter function or the environmental parameter function can also be used in the calculation of the driving situation parameter function, which is not used for calculating the correction function and / or the control intervention characteristic value function. The same also applies between the calculation of the correction function and the calculation of the control intervention characteristic function.
    By way of example, the characterization of the driver's external perception of the driving quality of a lane assistant is represented by the criterion of transverse control quality for which the steering wheel and yaw angle or yaw angle error, the speed, lateral acceleration, the lane curvature and the position of the trajectory or trajectory of the vehicle are the physical parameters (Distance to the lane edge, distance to the lane center) are used. It should follow the vehicle in any driving situation, in this case the driving situation free driving, a pleasant and safe acting on the driver trajectory within the lane.
    Significant influences on the Querregelgüte have especially strong gradients and alternating parts (discontinuities) in the signals steering wheel angle, yaw angle and lateral acceleration, since any twitching in the steering or with respect to the direction of travel are perceived as unpleasant and sometimes unsafe.
    The selected driving line is perceived as sovereign and safe by the vehicle occupants, when the driving line by a curve combination largely corresponds to an ideal line with the largest possible radii and harmonic changes in direction.
    FIG. 3 shows the route selection exactly in the lane center for a slight left-right curve combination. In subjective subject analysis, this trajectory choice is considered acceptable due to the relatively significant changes in direction at waypoints P2 and P3 with respect to tracking.
    Figure 3 in the middle shows a slightly delayed reaction of the lane keeping controller relative to the center of the lane, here are the relatively strong changes in direction as too late and thus perceived at the waypoint P3 as unsafe and evaluated, because the car too much in the direction of the opposite lane and Oncoming traffic controls.
    The green lane choice in Fig. 3 right corresponds to an ideal line with the largest possible radii of curvature and the smallest possible changes in direction within the lane. This behavior was rated best in terms of safety and driving quality. On the one hand, the example shows the challenges of the lateral control quality and tuning of lane assistants, as well as the high complexity of objectively assessing human subjectivity for tracking on the basis of measurable physical parameters.
    For the driving situation following at constant speed the parameters relative speed vrei to an adjacent vehicle, in particular minimum speed and maximum speed and the standard deviation of the speed in a time interval, control duration the distance control, which characterizes the settling time of the controller, distance Dx to the adjacent vehicle, in particular the minimum distance, the maximum distance and the standard deviation during a time interval, speed vx1 of the guided vehicle 5, in particular the mean value during a time interval, desired speed of the vehicle, time gap to adjacent vehicle and relative acceleration vrei to the adjacent vehicle, in particular the minimum value, the maximum value and the St andard deviation during a time interval.
    Presence of the driving situation Consequences at constant speed are preferably assumed when the vehicle to be followed has an acceleration which is less than 0.3 m / s 2 in a period of 4 s. The driving situation is preferably assumed to have ended when the speed of the vehicle to be followed is greater than 0.3 m / s 2 or when the vehicle is lost. Acceleration of the following vehicle is an environmental parameter.
    Various parameters to be considered in relation to the driving situation Consequences at constant speed are shown in FIGS. 4 and 5.
    FIG. 4 illustrates a typical driving situation at constant speed following the preceding vehicle in front. The desired distance, as well as the speeds vxi, vx2 of the guided vehicle 5 as well as the vehicle vx2 to be followed, are shown. The distance control here is to lead the vehicle between the left lane boundary 1 and the right lane boundary 2 with a desired distance to the vehicle in front, this distance to the vehicle ahead is an environmental parameter.
    FIG. 5 illustrates the speeding-up process vx1 of the guided vehicle 5 to the speed vx2 of the preceding vehicle when the desired distance X has been reached. In particular, the control duration and the amplitudes A1, A2, A3 of the control deviation can be removed during the control process. The control duration of the distance control and the amplitudes A1, A2, A3 in this case characterize the activity of the driver assistance system A and, as shown, are derived from the environmental parameter vrei, in particular by means of a control intervention function. Furthermore, a simplified dependency of the correction value KW of the correction function on the amplitudes A1, A2, A3 is shown, wherein other parameters which may have an influence on this parameter are disregarded purely by way of example. For the Driving Situation Consequences during acceleration of the adjacent vehicle are preferably the parameters response delay, distance Dx to the adjacent vehicle, in particular the minimum distance, the maximum distance and the standard deviation during a time interval, speed vx1, in particular the minimum speed, the maximum speed and the mean value during a time interval, desired speed, time gap to the adjacent vehicle, relative speed to the adjacent vehicle, in particular the minimum value, the maximum value and the standard deviation during a time interval, relative acceleration to an adjacent vehicle, in particular the minimum value, the maximum value and the standard deviation during a time interval, chassis acceleration ie the acceleration on the respective occupant seat track and / or expected chassis acceleration, i. the acceleration, which is realized by the respective guided vehicle 5, taken into account.
    The driving situation consequences during acceleration is thereby preferably assumed to be present if the acceleration vx2 of the vehicle to be followed is greater than 1 m / s 2 in a time interval of more than 2 s. The driving situation is preferably assumed to have ended when the acceleration of the vehicle to be followed is less than 0.51 m / s 2 or this vehicle is lost.
    A simplified representation of the dependence of the correction value KW of the correction function as a function of the response delay AV (in seconds) is shown in FIG. Other possibly considered parameters for following in acceleration are disregarded here.
    FIG. 7 shows by way of example the influence of the relative acceleration on the correction value KW of the correction function. Depending on how strongly the acceleration ax1 of the distance control vehicle deviates from the acceleration ax2 of the vehicle in front (dotted curve in the case of greater acceleration axi of the guided vehicle, dashed curve in the case of greater acceleration ax2 of the vehicle in front) are disregarded If applicable, other relevant parameters, decreasing correction values KW assigned.
    Variations 3 of the acceleration of the vehicle in front should be excluded from the calculation of the characteristic. Such a fluctuation 3 is also shown in Fig. 7 in a switching operation of the preceding vehicle. The area ts is therefore hidden in a characterization.
    Another driving situation in the distance control is the "following at slow down or braking", for which preferably the following parameters are taken into consideration: distance control response time, distance Dx to the preceding vehicle, in particular the minimum distance, the maximum distance and the standard deviation during one Time interval, speed vx1, in particular the minimum speed, the maximum speed and the mean value during a time interval, desired speed, time gap which characterizes the distance to the car, relative speed, in particular the minimum value, the maximum value and the standard deviation during a time interval, relative acceleration, in particular the minimum value , the maximum value and the standard deviation during a time interval, chassis acceleration and / or collision time.
    The presence of the driving situation The consequences of braking are preferably given when the braking deceleration of the vehicle to be followed is less than -1 m / s 2 for a period of more than 1 s. A termination of the driving situation Consequences during deceleration is preferably given when the acceleration of the vehicle to be followed is less than -0.21 m / s2.
    FIG. 8 shows the influence of the minimum value or the maximum value of the relative speed on the correction value KW of the correction function, if other possibly relevant parameters are not included. The greater the maximum value of the relative velocity vrei, i. the deviation of the speed vxi of the distance control controlled vehicle 5 with respect to the vehicle to be followed, the worse (or lower) is the correction value KW. From this figure, the reaction time Wc from the environmental parameter relative velocity vrei can be determined. Disregarding other possibly relevant parameters, the influence of the parameter reaction time treac on the correction value of the correction function is similar to that of the response delay AV with respect to the driving situation consequences in acceleration, illustrated in FIG. 6.
    A further driving situation of the distance control is preferably the following until vehicle stop, with the parameters distance to the following vehicle, in particular the minimum distance during a time interval, chassis acceleration during the deceleration process and braking pressure when stopping.
    Presence of the driving situation consequences until vehicle stop is preferably given when the vehicle speed vx2 of the vehicle to be followed is less than 0.3 m / s for a period of more than 1 s. A termination of the driving situation consequences until the vehicle stop is preferably given when the guided by the distance control vehicle 5 comes to a standstill. A diagram of a preferred dependency of the correction function from the distance Dx to the vehicle to be followed, if other relevant parameters are disregarded, is shown in FIG. 9.
    A further driving situation of the distance control is preferably the following when driving with the parameters distance Dx to the following vehicle when driving off, in particular the maximum distance or the mean value during a time interval, response delay AV, relative speed vrei, in particular the maximum speed or the mean value in a time interval, the relative acceleration a, in particular the maximum value or the mean value in a time interval, the chassis acceleration, in particular the minimum value, the maximum value or mean value in a time interval and / or the expected chassis acceleration.
    Presence of the driving situation Consequences when driving off are preferably given when the acceleration ax2 of the vehicle to be followed is greater than 1 m / s2. A termination of the driving situation Consequences when driving off is preferably given when the vehicle 5 guided by the distance control likewise has an acceleration ax1 of more than 1 m / s 2. As the distance Dx of the guided vehicle 5 to the vehicle to be followed increases, a correction value KW of the correction function tends to decrease if other, possibly relevant parameters are disregarded.
    Two further different driving situations in the distance control are preferably the "consequences at Einscher" and the "consequences at Ausscheren" with the parameters response delay AV, distance Dx to the einscherenden or ausscherenden vehicle, especially as a minimum distance or mean in a time interval, the control period, which reproduces the control period of the driver assistance system A, the relative speed vrei to the collapsing or shunting vehicle, in particular the maximum value or the mean value in a time interval, the relative acceleration, in particular the maximum value or the mean value in a time interval, the chassis acceleration, ie the acceleration measured on the seat rail of the respective vehicle occupant, in particular the minimum value, the maximum value or mean value in a time interval, the speed vx1, in particular the mean value in a time interval, the desired speed and the time gap to the vehicle shunting in and out. in the presence of the driving situation "consequences when cutting in or out" is preferably given when a collapse into the driving corridor, in particular in the 2-second safety corridor, einschert, the einscherende object or vehicle preferably have a width of at least 1 m should. A termination of the driving situation "consequences in Einscheren" is given when the relative speed vrei to the sheared vehicle reaches a value less than 0.5 m / s. The 2-second safety corridor is shown by way of example in FIG. This is dependent on the vehicle width parameters Fydes guided vehicle, the safety distance S, which depends on the speed of the guided vehicle, the distance to the inshelling vehicle Dx and the yaw angle ω of the guided vehicle. If no object or vehicle is within this range, which is also indicated by the dashed line, the safety corridor is free (the so-called 2-second prognosis).
    A presence of the "follow-out following" driving situation is preferably given when a coasting is detected, i.e. when a preceding vehicle leaves the driving corridor or when the preceding vehicle is less than 0.5 m in the driving corridor. A termination of the driving situation Follow-ups in the event of an outride are preferably given when the relative speed to the new preceding vehicle is less than ± 0.5 m / s or, if no vehicle is ahead, the desired vehicle speed Vx1 of the guided vehicle is reached. The correction value KW of the correction function increases with decreasing reaction time in the driving situation
    Off, if other relevant parameters are ignored.
    Another possible driving situation of the distance control is preferably the acceleration with free lane with the parameters reaction time, desired speed, chassis acceleration, expected chassis acceleration, vehicle speed vx1, in particular the mean value in a time interval, the ratio of driving corridor to lane width Bf, in particular Mean value in a time interval and the occupancy of the travel corridor.
    Another possible driving situation of the distance control is preferably the object detection with the parameters detection duration for an object, driving corridor, relevant objects in the driving corridor and losing the object. Presence of the driving situation Object detection is preferably given when an object with a width of more than 0.5 m enters the driving corridor. Termination of the driving situation Object detection is preferably given when a reaction of the system according to the invention is detected, in particular when a braking or an acceleration is greater than 0.5 m / s 2. The correction value KW decreases during object detection with decreasing reaction time treac, if other possibly relevant parameters are disregarded. For the driver assistance system A Lane Assistant for the driving situation normal driving without lane change preferably the following criteria for characterizing the external perception by at least one occupant with the specified parameters are determined: Accuracy with the parameters distance of the transverse deviation, i. the distance from the vehicle center Mv to the lane center Mf, in particular as the maximum distance or average over a time interval, the vehicle speed vx1, in particular as the mean value and / or the lane width Dtrans, in particular as the mean, minimum value or maximum value of a time interval. Another criterion is preferably the Querregelgüte with the parameters yaw rate error Δω, in particular as a mean or maximum value over a time interval, lateral acceleration of the vehicle ayi, especially as a mean or maximum value over a time interval lane curvature and / or vehicle speed vx1, especially as an average, the criterion distance left D | or distance to the right Dr Dr with the parameters distance to the left and / or right lane boundary, in particular minimum distance or mean value during a time interval, lane width Bf, in particular as average or minimum / maximum during a time interval, the lateral deviation Q, in particular as average or maximum during a Time interval, the vehicle width Bv and / or the vehicle speed vx1, in particular as an average over a time interval.
    11 shows the position of the lane center Mf with respect to the left lane edge 1 and the right lane edge 2 and the transverse deviation Q with respect to a trajectory or
    Trajectory 4 of the vehicle 5. The diagram of Fig. 12 shows the influence of the lateral deviation Q on the correction value KW of the correction function under disregard of other possibly relevant parameters. FIG. 13 shows the yaw angle error Δω, which is defined as the angular deviation between the vehicle longitudinal axis 14 and the trajectory or trajectory 4 of the vehicle 5. The influence of a rising yaw angle error Δω, similar to the dependency shown in FIG. 12, leads to a reduction of the correction value KW of the correction function, if other relevant parameters are disregarded.
    FIG. 14 illustrates the parameters vehicle width Bv, lane width Bf, and the distance D | to the left lane boundary 2. The characterization of the subjective external perception of the driving situation here preferably takes place via the relative lane boundary distance three. This is calculated as follows, where Dmax is the distance to the lane boundary 1.2, when the vehicle 5 is located exactly in the middle of a lane:
    The influence of increasing relative lane-boundary distance Three leads, similar to the dependency shown in FIG. 12, to a reduction of the correction value KW if other, possibly relevant parameters are disregarded.
    As a further criterion, the switch-off threshold is preferably used with the parameters average or maximum lateral acceleration in a shutdown of the lane assistant, the steering angle at a shutdown and / or the steering torque at a shutdown.
    Another criterion is preferably the exit frequency of the driver assistance system with the parameters Spurüte, i. Exits of the lane assistant by incorrect lane detection per hour, in particular as a mean over a time interval and / or vehicle speed vx1, in particular as a mean over a time interval, used. As a further criterion, preferably the visual quality with the parameters distance to the vehicle in front, in particular as mean value over a time interval, degree of coverage, in particular as mean value, and / or lane curvature, in particular as average over a time interval is used.
    The system according to the invention can be used in a real driver assistance system A in a real vehicle 5, which moves in a real environment.
    Preferably, however, the system can also be used to optimize driver assistance systems A, which are characterized in a virtual reality environment in which the vehicle parameter function and / or the environmental parameter function are emulated. Finally, the activity of a driver assistance system A can also be simulated in order to be able to characterize it as early as possible in the development stage. FIG. 15 shows the measurement setup of a system according to the invention, thus a device 6 for optimizing a driver assistance system. Preferably, the device has an interface 7 to the in-vehicle network (e.g., CAN) to access the data there. Furthermore, the device preferably has a central processing unit 8, which a first module 9, which calculates a driving situation characteristic value which characterizes a driving situation of the vehicle on the basis of an environmental parameter and / or a vehicle parameter, a second module 10 which is based on an environmental parameter and / or a vehicle parameter in dependence on the driving situation characteristic value calculates a control intervention characteristic value, and a third module 11 which calculates a correction value KW based on the control intervention parameter and on the basis of an environmental parameter and / or a vehicle parameter depending on the driving situation parameter Exterior perception of the driving situation characterized by at least one vehicle occupant has.
    The parameters are determined via a series of sensors, which are preferably processed in a signal processing device 13a, 13b. As environment sensors can, for example, predictive radar and retrospective radar, in particular Nahbereichsradar 12a, far-range radar 12b and multi-mode radar 12c, predictive lidar, retrospective Lidar, ultrasonic sensor 12d, infrared camera, in particular Nah- / Ferninfrarotkamera 12e and camera in the visible spectral or image processing camera 12f and high-resolution GPS are used. As a vehicle sensor, for example, gyrometer,
    Speedometer, accelerometer, high-resolution GPS, vibration sensor, altimeter, surveyor, tachometer, torque meter, shift sensor, tank level sensor are used. The sensors can be provided as additional sensors or preferably, as far as available, vehicle sensors and environmental sensors which are installed in the vehicle as standard can be used. A preferred arrangement of the radar / lidar sensors 12a, 12b, 12c, the ultrasonic sensors 12d, near / far infrared camera 12e and a stereo camera 12f are shown in FIG.
    The system according to the invention is preferably used in a vehicle having a driver assistance system A, wherein the driver assistance system A monitors a driving situation of a vehicle with regard to at least one driving situation criterion stored in the driver assistance system A and, if a driving situation criterion is not met, the driving situation by means of a control component influenced by at least one control intervention. After calculating a correction value for characterizing the subjective perception on the at least one vehicle occupant, the system according to the invention may preferably change the driving situation criterion used by the driver assistance system A to control the vehicle on the basis of the respective correction value KW of the correction function similar or identical driving situation to ensure optimized control by the driver assistance system A. For this purpose, the system according to the invention can be arranged in the vehicle, but it can also be arranged at another location to which a data connection can be set up from the vehicle.
    Although the system according to the invention has been exemplified above with reference to the driver assistance systems A distance control and lane assistant, the general principles apply to all types of driver assistance systems A, even if the local criteria and measured parameters should be different.
    权利要求:
    Claims (26)
    [1]
    PATENT CLAIMS 1. A method for optimizing a driver assistance system, which comprises the following steps: determining at least one driver assistance system A to be optimized; Determining at least one vehicle parameter function that characterizes an operating condition of a vehicle and at least one environmental parameter function that characterizes the environment of the vehicle; Calculating at least one driving situation parameter function that characterizes a driving situation of the vehicle, based at least on the at least one vehicle parameter function and / or the at least one environmental parameter function; Calculating at least one control intervention characteristic which characterizes the activity of the driver assistance system A; Calculating a correction function that depends on the at least one driving situation parameter function and characterizes a subjective perception of the driving situation by at least one vehicle occupant, based at least on the at least one control engagement characteristic function and based on the at least one vehicle parameter function and / or the at least one environmental parameter function.
    [2]
    2. The method of claim 1, wherein the at least one control intervention characteristic function depends on the driving situation characteristic value function and / or is likewise calculated on the basis of the at least one vehicle parameter function and / or the at least one environmental parameter function.
    [3]
    3. The method according to claim 1, wherein the at least one control intervention characteristic value function and / or the correction function further depend on the vehicle assistance system A to be characterized.
    [4]
    4. The method of claim 1, wherein the at least one vehicle parameter function is a tuple of at least one measured vehicle parameter, which may be time dependent, and wherein the at least one environmental parameter function is a tuple of at least one measured environmental parameter, which may be time dependent ,
    [5]
    5. The method according to any one of the preceding claims, wherein in the calculation of the correction function and / or the Steuereingriffskennwertfunktion and in the calculation of the driving situation parameter function at least one vehicle parameter and / or at least one environmental parameter is different.
    [6]
    6. The method according to claim 1, wherein the correction function additionally depends on fluctuations of at least one vehicle parameter, and / or at least one environmental parameter and / or the at least one control intervention characteristic value function.
    [7]
    7. The method of claim 1, wherein the at least one control intervention characteristic function characterizes a presence of a control intervention and / or an intensity of a control intervention of the driver assistance system.
    [8]
    8. The method of claim 1, wherein the at least one control intervention characteristic function depends on at least one criterion from the group of the following criteria: the switch-off threshold, the exit frequency, the response to the vehicle ahead, the reaction to a lane departure, the reaction to a driving situation change, the response to a distance deviation, the reaction time, the response delay and the detection duration for an object of the driver assistance system A.
    [9]
    9. The method according to any one of the preceding claims, wherein, if the at least one Fahrsituationskennwertfunktion does not change, the correction function is calculated periodically, in particular for a time interval of a maximum of about 10s, preferably a maximum of about 5s.
    [10]
    10. The method according to claim 1, wherein, if the at least one driving situation characteristic value function changes during a time interval, the correction function for the time period of the previous driving situation characteristic since the last periodic calculation is calculated and a periodic calculation of the correction function for the subsequent driving situation parameter or driving situation is started.
    [11]
    11. The method according to any one of the preceding claims, wherein the at least one Fahrsituationskennwertfunktion can accept as characteristic at least one driving situation from the group of following driving situations: consequences at constant speed, consequences in acceleration, consequences in slowing / braking, consequences until vehicle stop, consequences from starting, Consequences on boarding, consequences on boarding, free acceleration, object detection, free driving, lane keeping, lane change, overtaking, being overhauled, traffic jam, stop & go traffic and forward or reverse parking.
    [12]
    12. The method of claim 1, further comprising: correcting at least one driving situation criterion used by the driver assistance system A to control the vehicle on the basis of the correction value of the correction function.
    [13]
    13. The method according to any one of the preceding claims, wherein the subjective perception of the ride quality of the driver assistance system A, and / or the driving safety and / or the load of the vehicle and / or the drivability of the vehicle when using the driver assistance system A relates.
    [14]
    14. The method according to claim 1, further comprising the following step: specifying a virtual reality environment in which the at least one vehicle parameter function and / or the at least one environmental parameter function and / or the driver assistance system A are emulated.
    [15]
    15. The method of claim 1, wherein the at least one vehicle parameter function comprises at least one vehicle parameter from the group comprising the vehicle speed, yaw rate, steering angle, longitudinal acceleration, lateral acceleration, vertical acceleration, accelerator pedal position, brake pedal position, engine speed, throttle position , the gear stage and the on state of the driver assistance system A has.
    [16]
    16. The method according to claim 1, wherein the at least one environmental parameter function comprises at least one vehicle parameter from the group comprising the distance to at least one other vehicle, in particular the front vehicle, the transverse position of at least one other vehicle, in particular the front vehicle, relative to the own vehicle Longitudinal position of at least one other vehicle, in particular of the front vehicle, relative to the own vehicle, the relative speed of at least one other vehicle, in particular of the front vehicle, relative to the own vehicle, the relative acceleration of at least one other vehicle, in particular of the front vehicle, relative to the own vehicle, the width at least of another vehicle, in particular of the front vehicle, the type of at least one other vehicle, in particular of the front vehicle, the class of at least one other vehicle, in particular of the front vehicle, the number of F Traces, the road course, the own Fahrkorridor or the own precalculated Fahrtrajektorie, the type of lane boundary, the width of the lane boundary, the curvature of the road, the yaw angle error, the lane width, the lane width, the lateral deviation, the distance to the left and / or right Lane boundary, the minimum distance to the left and / or right lane boundary during a driving cycle and the visibility has.
    [17]
    17. The method according to any one of the preceding claims, wherein the at least one vehicle occupant is the driver, and / or the passenger and / or a passenger in the back seat of the vehicle.
    [18]
    18. The method as claimed in one of the preceding claims, wherein the calculation of the respectively at least one characteristic value functions and the correction function is carried out during and / or after a journey and / or a simulation of the vehicle.
    [19]
    A computer program comprising instructions which, when executed by a computer, cause it to perform the steps of a method according to any one of claims 1 to 18.
    [20]
    20. Computer-readable medium on which a computer program according to claim 19 is stored.
    [21]
    21. An apparatus for optimizing a driver assistance system, comprising: at least one environmental sensor for measuring an environmental parameter which characterizes the environment of the vehicle; at least one vehicle sensor for measuring in each case a vehicle parameter which characterizes an operating state of a vehicle, a first module which calculates a driving situation characteristic which characterizes a driving situation of the vehicle on the basis of at least one environmental parameter and / or a vehicle parameter, a second module which is based on the Based on the control intervention characteristic value and on the basis of the at least one environmental parameter and / or the at least one vehicle parameter in dependence on the driving situation characteristic value, a correction value is calculated based on the driving situation characteristic value of a control intervention characteristic value (KW), which characterizes a subjective external perception of the driving situation by at least one vehicle occupant.
    [22]
    22. The apparatus of claim 20, wherein the at least one environmental sensor from the group of predictive radar and retrospective radar, in particular Nahbereichsradar, far-range radar and multi-mode radar, predictive lidar, retrospective Lidar, ultrasonic sensor, infrared camera, in particular Nah- / Ferninfrarotkamera camera in the visible spectral range or image processing camera, high-resolution GPS is selected.
    [23]
    23. The apparatus of claim 21 or 22, wherein the at least one vehicle sensor from the group gyro, speedometer, acceleration sensor, normal or high resolution GPS, vibration sensor, altimeter, surveying device, tachometer, throttle position meter, torque meter, switching sensor, tank level sensor is selected.
    [24]
    24. Device according to one of claims 21 to 23, which has access to data from at least one in-vehicle network, in particular the CAN.
    [25]
    25. The apparatus of claim 24, wherein, if available, vehicle sensors and environmental sensors are used, which are installed as standard in the vehicle.
    [26]
    26. A vehicle having a driver assistance system which monitors a driving situation of a vehicle with regard to at least one driving situation criterion and, if a driving situation criterion is not met, influencing the driving situation by means of a control component by at least one control intervention, and a device for optimizing the driver assistance system according to one of claims 21 to 25. 2013 09 05 Bt
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    CN105579320B|2020-08-14|
    US20160221575A1|2016-08-04|
    AT514754B1|2018-06-15|
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    KR102301093B1|2021-09-10|
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    JP2016531044A|2016-10-06|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50555/2013A|AT514754B1|2013-09-05|2013-09-05|Method and device for optimizing driver assistance systems|ATA50555/2013A| AT514754B1|2013-09-05|2013-09-05|Method and device for optimizing driver assistance systems|
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